alvin l nunley
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I'd love to see how.I can even show why it is sometimes possible to remove a tooth from the driven gear after going to a larger driver.
I'd love to see how.I can even show why it is sometimes possible to remove a tooth from the driven gear after going to a larger driver.
I see 2 potential problems.I was thinking a beam torque wrench on the engine and one on the axle .
would be a reasonable experiment .
Maybe if you could do a real simple drawing of your concept, I'm having trouble understanding.For those unable, or unwilling, to do the math, here is a simple proof of concept experiment.
would you also need levers on the driven to effect the balance ?For those unable, or unwilling, to do the math, here is a simple proof of concept experiment.
Set up an axle with 2 gear hubs on it.
Place identical axles either side capable of holding drive gears. Attach a 1 foot lever on each, facing away from the driven axle. use the same length chain between them.
Install identical gear sets to each side to check the balance of the system. Attach a 5 pound weight to the end of each lever. Adjust to make balance perfectly.
Now change one side to a larger driver gear with the accompanying driven gear to make the same speed ratio.
Swap gearsets side to side to confirm the results.
Go back to the original gearsets to make sure nothing changed.
nope.would you also need levers on the driven to effect the balance ?
I believe I see the concept .
For AlMaybe if you could do a real simple drawing of your concept, I'm having trouble understanding.
"Rotational torque"? Is there another kind of torque?
Al your are quite right technically.When a torque is applied to an object it begins to rotate with an acceleration inversely proportional to its moment of inertia. This relation can be thought of as Newton's Second Law for rotation.Maybe if you could do a real simple drawing of your concept, I'm having trouble understanding.
"Rotational torque"? Is there another kind of torque?
Great idea Ted .Someone should set their dyno up and do 2 separate pulls with "the same ratio" but differing teeth and post the pics.... Make sure the engine is either already fully warm, or allowed to cool, so that variable is gone... Or do 10 pulls each and average them...
May need to go back and read the entire thread????At a given RPM, at full throttle, the engine produces a certain amount of torque, and it doesn't make any difference what size driver is on the crankshaft. You can take that to the bank!
With a 15/60 gear ratio, (4 – 1) if the engine is producing 10 foot-pounds of torque, that torque is multiplied by the gear ratio, and you would measure 40 foot-pounds of torque at the axle. (In a theoretically perfect no loss system) Let's see, if the engine is turning 4000 RPM, we have 10 X 4000 / 5252.1 = 7.63 HP at the crankshaft. If the engine is turning 4000 RPM (no clutch) with that 4-1gear ratio, the axle would be turning 1000 RPM. 40 x 1000 / 5252.1 = 7.63 HP. So, in this theoretical system, we see that the HP is exactly the same at the engine and the axle.
Now, go back and do the exact same math with a 14 driver, same ratio, (14/56 = 4 – 1)
Now go back and do the exact same math with a 15 driver but a 61 tooth axle sprocket. You'll find that the HP increases at the axle. That's why you get more acceleration, more HP at the axle. The trade-off is, you'll need to turn about 100 more RPM on the top, to be going the same speed. Not always possible because of the HP drop off at peak RPM. In this scenario, we've traded an increase in acceleration at the expense of top speed.
Me or you? If me, what section?May need to go back and read the entire thread????